Speed-regulator.



No. 777,902. PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED REGULATOR.

APPLICATION FILED APR. 2, 1904. N0 MODEL;

13 SHEETS-SHEET l.

PATENTED DEC. 20, 1904-. J. E. JOHNSON. SPEED REGULATOR.

N0 MODEL.

APPLICATION FILED APR. 2, 1904.

13 SHEETSSHEET 2.

J. E. JOHNSON. SPEED REGULATOR.

APPLIOATION FILED APR. 2, 1904. NO MODEL.

13 SHEETS-SHEET 3.

PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED REGULATOR. APPLICATION FILED APR. 2, 1904.

13 SHEETS-SHEET 4.

N0 MODEL.

No. 777,902. I PATENTED DEC. 20, 1904.

J. E; JOHNSON.

SPEED REGULATOR.

APPLICATION FILED APR. 2. 1904.

' 1a snznrs-snnsr 5.

NU.MODEL.

PATENTED DEC. 20, 1904.

1 3 SHEETS-SHEET 6.

PATENTBD DEC. 20, 1904.

J E JOHNSON SPEED REGULATOR. v

T N LED PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED REGULATOR.

APPLICATION FILED APR. 2, 1904.

13 SHEETS-SHEET 8.

N0 MODEL.

PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED REGULATOR.

APPLICATION FILED APR. 2, 1904.

N0 MODEL.

13 SHEETB-SEEET 9.

6% i @fvrw PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED RBGULATOR.'

APPLICATION FILED APR. 2. 1904.

13 SHEETS-BHBET 10.

N0 MODEL No. 777,902. PATENTEDDEC. 20, 1904. J.E.JOHNSON. 7 SPEED REGULATOR.

APPLICATION FILED APR. 2, 1904.

N0 MODEL. 13 SHEETS-SHEET l2.

F5937 {f M V HI MHM PATENTED DEC. 20, 1904.

J. E. JOHNSON. SPEED REGULATOR.

APPLIGATION FILED APR. 2, 1904.

13 SHEETS-SHEET 13 N0 MODEL.

UNITED STATES latented December 20, 1904.

PATENT OEEICE.

JOSEPH E. JOHNSON, OF MERIDEN, CONNECTICUT, ASSIGNOR TO THE SCHENCK GOVERNOR CO., OF MERIDEN, CONNECTICUT, A CORPO- RATION.

SPEED-REGULATOR.

SPECIFICATION forming part of Letters Patent No. 777,902, dated December 20, 1904.

Application filed April 2, 1904. Serial No. 201,268. I

To all whom it may concern.-

Be it known that I, JOSEPH E. JOHNSON, of Meriden,in the county of New Haven and State of Connecticut, have invented a new and useful Improvement in Speed-Regulators; and I do hereby declare the following, when taken in connection with the accompanying drawings and the numerals of reference marked thereon, to be a full, clear, and exact description of the same, and which said drawings constitute part of this specification, and represent, in

Figure 1, a perspective view of a speed-regulator embodying my invention; Fig. 2, a view, mainly in elevation, but partly in vertical section, of the main casing of the device with its cover removed; Fig. 3, a broken view, in inside elevation, of the lower end of the cover of the main casing to show the buffers mounted therein, one of them being represented in vertical section; Fig. 4, a broken View of the main casing in vertical central section, the parts within the casing being for the most part shown in elevation;-Fig. 5, a view in front elevation of the main casing with the oscillating piston in elevation, the oscillating main valve in vertical section, and with the base-section of the casing broken to show one of the two segmental passages therein; Fig. 6, a detached perspective view of the main valve; Fig. 7, a view thereof in rear elevation; Fig. 8, a plan view thereof; Fig. 9, a detached view of the segmental gear mounted on the front trunnion of the main valve; Fig. 10, a view of the main casing in vertical sec tion on the staggered line a bof Fig. 4, showing the starting-valve and the main valve; Fig. 11, a detached perspective view of the sleeve-like casing of the main valve; Fig. 12, a view thereof in side elevation looking at its left-hand side; Fig. 13, a detached view, in vertical central section from side to side of the base-section, of the main casing, showing the arrangement of the inlet and exhaust passages therein; Fig. 14, a detached view, in vertical section from front to rear of the basesection, of the main casing on a reduced scale, showing the passages therein leading to and from the starting-valve; Fig. 15, a detached section of the main casing on the line 0 cl of Fig. 5, the movable parts being taken out; Fig. 16, a view in vertical section through the upper section of the main casing on the line 0 f of Fig. 5, the movable parts having been taken out; Fig. 17, a detached view, in front elevation, of the starting-lever; Fig. 18, a detached view thereof in side elevation; Fig. 19, adetached view thereof in rear elevation; Fig. 20, a detached view, in front elevation, of the oscillating piston and the hub thereof; Fig. 21, aview thereof in vertical longitudinal section; Fig. 22, a view in side elevation of the non-racing device, showing it as bolted to the upper section of the main casing, which is broken away; Fig. 23, a detached plan view of the non-racing device; Fig. 24, a detached view of the non-racing device in horizontal section on the line 9 it of Fig. 23; Fig. 25, a broken view, in rear elevation, of my improved speed-regulator with particular reference to showing the Speeder-lever and its connection with the starting device and the non-racing device; Fig. 26, a detached broken view, partly in side elevation and partly in vertical section, of the means employed to connect the nonracing device and the Speeder-lever; Fig. 27, a

detached broken view, in front elevation, of the upper portion of the cover of the main casing of the device; Fig. 28, a broken plan view of the said cover with particular reference to showing the stop-lever and the anti-cut-ofl stop coacting therewith; Fig. 29, an enlarged detached view of the anti-cutoff stop and the sleeve in which the same is mounted, the sleeve being shown in longitudinal section; Fig. 30,a detached plan view of the anti-cut-off stop; Fig. 31, a detached broken plan view of the outer end of the anti-cut-oif stop looking edgewise upon one of its fins; Fig. 32, a view in elevation of the outer end of the sleeve for the anti-cutoff stop; Fig. 33, an enlarged broken sectional view on the line 2' j of Fig. 27; Fig. 34, aperspective view of one of the adjustable stops; Fig. 35, a corresponding view of one of the stop-gibs; Fig. 36, an enlarged detached view in elevation of the starting valve; Fig. 37, a

view in horizontal section through the upper 1 view thereof in vertical central section; Fig.

38, a view of the valve in horizontal section on the line Zr: Z of Fig. 36; Fig. 39, a detached view in elevation of the sleeve-like casing for the starting-valve; Fig. 40, a view thereof in vertical central section; Fig. 41, a detached plan view of the skeleton head employed to connect the starting-valve with the rod thereof; Fig. 42, aview, chiefly in vertical section, but partly in elevation, of the ball-governor; Fig. 43, a broken view through the upper portion of the ball-governor, showing its vibrating and antifriction balls in the positions which they have when the governor is in operation; Fig. 44, a view in transverse section on the line m 7% of Fig. 42; Fig. 45, a detached reverse plan view of the vibrating head of the ball-governor; Fig. 46, a detached plan view of the coupling-disk thereof; Fig. 47 a detached broken view, in side elevation, showing the vibrating head and coupling-disk as combined; Fig. 48, a perspective view of the coupling-head; Fig. 49, a broken plan view of the Speeder-lever yoke; Fig. 50, a broken view, partly in plan and partly in horizontal section, showing the connection of the forked end of the safety-lever with the lower end of the vibrating starting-rod.

My invention relates to an improvement in that class of speed-regulators which employ a centrifugal governor to bring into play a regulating motor operated by fluid under pressure and regulating the supply of motive power to the prime motor, the object of my present invention being to produce a simple, compact, reliable, convenient, and effective device constructed with particular reference to sensitiveness of operation and to durability in use.

With these ends in view my invention consists in a speed-regulator having certain details of construction and combination of parts, as will be hereinafter described, and pointed out in. the claims.

I may here explain that my improved speedregulator will be connected with the means supplying motive power to the prime motor according to the character thereof. Thus if the prime motor is a steam or gas engine my device will be connected with the valve system thereof. If the prime motor is a waterwheel, my device will be connected with the gate thereof. These connections may be made in a variety of ways, with which my present invention is not concerned.

As herein shown my improved speed-regulator is connected with the valve system or Watergate, as the case may be, of the prime motor by means of a clutch 2, located at the outer end of the shaft 3 of a regulating-motor organized with and forming an element of my improved device, but not necessary to be specifically shown or described herein, as this present invention does not relate to the details of its construction. Any regulatingmotor suitable for the purpose may be employedsuch, for instance, as that shown and described in Patent No. 748,659, dated January 5, 1904, granted to Marcus P. Schenck. As shown, the motor-case 4 contains a revolving head 5, having a short shaft 6, located in line with the said shaft 3 and carrying a pinion 7 housed within the rear portion of the base-section 8 of the upright main casing, which also comprises an intermediate section 8 and an upper section 8". The said basesection 8 is formed with four horizontally-arranged elbow-pipes 9, 10, 11, and 12, made integral with it. The elbows of the pipes 9 and 10 terminate in a plate 13, made integral with them, while the elbows of the pipes 11 and 12 terminate in a corresponding integral plate 14. These plates 13 and 14 receive bolts 15, by means of which the said base-section 8 is secured to the motor-case 4. The said pipes are the inlet and exhaust pipes for the regulating-motor, acting as inlet andexhaust pipes when the head 5 of the motor is revolving in one direction and as exhaust and inlet pipes when it is revolving in the opposite direction. The said pinion 7 meshes into a pinion 16, located directly above it and mounted on the rear end of a shaft 17, journaled inthe basesection 8 and extending forward to the front of the said section, where it is furnished with a gear-wheel 18, meshed into by a pinion 19, the trunnions 20 of which enter boxes 21, located in slots 22, formed in the yoke-shaped upper end of a vertically-arranged oscillating starting-lever 23, provided above its center with trunnions 24 and 25. The said trunnion 24 has bearing in the main casing-cover 26, which is secured by bolts 27 to the sections 8 and 8 of the main casing, while the trunnion 25 has bearing in the said base-section 8. The said main casing is formed with a large vertical gear-chamber 28, closed in by the said cover 26.

The pinion 19 meshes into a main gearwheel 29, occupying the enlarged upper portion of the chamber 28 and constituting, as it were, a multiplying gear-wheel. This gearwheel 29'meshes into a small gear-wheel 30, constituting a feature of a non-racing mechanism bolted to the left-hand side of the upper casing-section 8 and to be described later on.

The main wheel 29 is mounted upon a horizontal shaft 31, the outer end of which has bearing in a hub 32 in the cover 26 and the inner end of which merges into the outer trunnion 33 of an oscillating hub 34, located in an annular pressure-chamber 35, formed in the upper casing-section 8 The said hub carries a radially-arranged arm 36, forming a piston which oscillates back and forth in the said chamber 35, which constitutes, in effect, a piston chamber or cylinder. The said trunnion 33 is itself journaled in a disk-shaped plate 37, closing in the chamber 35, secured in place by screws 38 and corresponding, in effect, to a removable cylinder-head. At its rear end the hub 34 is formed with a trunnion 33, having bearing in a recess or step 39, leading out of the ,rear wall of the chamber 35. The main wheel 29 is rigidly connected with the piston 36 by means of two dowel-pins 40, carried by the wheel and entering holes 41 in the trunnion 33, and by two screws 42, passing through the hub of the wheel into the said trunnion. The said chamber 35 is virtually divided into two chambers by the oscillating piston 36 and by a fixed block 43, extending radially inward from the outer wall of the chamber and having its inner end concaved to conform to the curvature of the hub 34, which rotates in contact with it. The hub 34 is balanced by the provision of its ends with concentric annular channels 44 and 44, connected by a transverse oil passage 45, whereby the pressure of the oil upon the ends of the hub is equalized, so that it is left free to be oscillated. The ends of the trunnions 33 and 33 of the said hub are connected by an oil-passage 33, which permits the escape outward of any oil that may work into the bottom of the recess or step 39 and tends to thrust the hub 34 forward.

The oil under pressure enters and leaves the pressure-chamber 35 through passages 46 and 46, intersecting its rear wall at points above and below and close to the block 43 and leading rearwardly therefrom, the oil entering the chamber through the passage 46 and exhausting through the passage 46 when the oscillating piston 36 is moving from left to right and entering the chamber through the passage 46 and exhausting through the passage 46 when the piston is moving from right to left.

The passage 46, which, as above described, is both an inlet and an exhaust passage alternately, leads at its rear end into an annular channel 47, formed in the upper casing-section 8, while the passage 46, which is also an inlet and an exhaust passage alternately, leads at its rear end into a corresponding annular channel 47, formed in the said casingsection8. The channel 47 is located directly above the channel 47 and separated therefrom by an annular intermediate supply-channel 48, also formed in the said casing-section 8.

The channel 47 registers with a circular series of horizontal holes 49, formed in the upper portion of a vertically-arranged sleevelike valve-casing 50, set into a circular chamber 51, formed in the casing-section 8 and located directly back of the pressure-chamber 35. At their inner ends the said holes 49 terminate in an annular channel 49, formed in the inner face of the valve-casing and connecting all of the said holes. correspondingly the said channel 47 is registered with a circular series of horizontal holes 52, formed in the lower portion of the valve-casing and at their inner ends intersecting an annular channel 52, formed in the inner face of the sleeve and connecting all of them. The said annular sup ply-channel 48 registers with a circular series of horizontal holes 53, formed in the middle of the valve-casing, located between the series of holes 49 and 52 and opening at their inner ends directly into a wide annular supply-chamber 54, occupying the central portion of a starting-valve 55, which fits within the casing 50 and moves up and down therein. The said starting-valve is formed at its upper end with an external annular groove 56, from which a circular series of holes 56 lead into the upper end of its central exhaust-passage 57, the said channel 56 and holes 56 coacting with the holes 49 and channel 49 of the casing 50 when the valve is moved downward. At its lower end the valve is formed with an external annular channel 58, from which an annular series of holes 58lead into the lower end of the said central exhaust-passage 57, the said passage 58 and holes 58 coacting when the valve is moved upward with the holes 52 and channel 52 of the said valve-casing. The supply-chamber 54 of the starting-valve 55 is flanked at its upper and lower ends by cut-off shoulders 54 and 54. Normally the shoulder 54 closes the annular channel 49 in the valve-casing 50 and the shoulder 54" closes the annular channel 52 therein. \Vhen the valve is moved downward, however, the shoulder 54 opens the channel 49 for the exhaust of oil from the passage 47 into the central passage 57 of the valve, while at the same time the shoulder 54 opens the channel 52 for the inlet of oil through the holes 52 from the wide annular supply-chamber 54 of the valve into the passage 47 which leads to the chamber 35. On the other hand, when the Valve 55 is lifted the operation just above described is reversed. The valve is open at its upper and lower ends to balance or equalize the pressure of oil upon it and provided at its upper end with a skeleton head 59, secured to it by screws 60 and receiving the lower end of the valve-rod 61, which has a ball-andsocket connection with it, so as to prevent the valve from being thrust sidewise against the walls of its casing. This rod has bearing, Fig. 4, in the closed upper end of a long sleeve 62, the lower end of which is formed with a threaded neck 63, screwed into the lower end of a centrifugal or ball governor frame 64, which is made independent of the main casing and secured to the section 8 thereof. The said starting-valve 55 is operated by a centrifugal governor and controls the admission of oil to the pressure-chamber 35 for the oscillation of the piston 36 therein.

Oil is supplied to the annular supplycham ber 48 of the valve-casing 50 by a passage 65, Figs. 10 and 13, formed in the sections 8", 8, and 8 of the main casing. This passage leads downward and in the base-section 8 intersects the rear end of a horizontal passage 66, the forward end of which intersects the IIO upper end of the right-hand segmental passage 67, Fig. 5, formed in the said section 8 and rising from the inlet-chamber 68, therein. A segmental passage 67 formed at the left end of the base-section 8, corresponds to the passage 67, already mentioned. The oil rising through the passage is utilized to operate the oscillating piston 36, after which it is exhausted through a passage 69, formed partly in the section 8 and partly in the section 8 and leading downward into an exhaustspace 7 O, which at its lower end has connection with the exhaust-chamber 71 in the bottom of the section 8.

From the exhaust-chamber 71 the oil passes through an exhaust-pipe 72 to the exhausttank 73, Fig. 1, from which it is drawn through a pipe 7 1 (only partially shown) into the pump 75, by means of which it is forced through a pipe 76 (also partially shown) into the pressure tank 77, from which it is conducted through an inlet-pipe 78, containing the valve 79, into the inlet-chamber 68. The pump, of any approved construction, is driven by a pulley 80, run by a belt from any convenient source .of power. The inlet-pipe 78 enters the tank 77 and extends downward therein near to the bottom thereof and is furnished with a bib-valve 7 8, through which the oil is drawn off when necessary to renew it or for any other purpose.

The oil in the tank 73 and in the several passages, &c., of the device is normally at rest, though maintained under pressure by the action of the pump. Instead of using oil as the motive fluid for the speed-regulator water or some mixture may, if desired, be used, though oil has the preference. Any operation, either up or down, of the starting-valve 55 by the centrifugal governor releases the oil and permits it to circulate under its pressure for the operation in one direction or the other of the oscillating piston 36, which turns the main wheel 29, which acts through the pinion 19 to swing the oscillating starting-lever 23 in one direction or the other, according as the prime motor has run above or fallen below the nor mal speed. At the time the lever 23 is swung one way or the other the gear-wheel 18, connected with the regulating-motor, is at rest, and thus forms a point of purchase from which to swing the lever 23, the pinion 19 traveling in the manner of a railway-gear over the wheel 18 in either direction. This swinging movement of the lever 23 is utilized for oscillating in one direction or the other the main valve 81, the forwardly-projecting trunnion 82 of which is provided with a segmental gear 83, meshed into by a segmental rack 84:, extending inward from the lower end of the lever, which as it is swung one way or the other operates through its said rack to turn the said main valve. The segmental gear 83 is coupled to the valve 81 by means of two dowel-pins 83 entering holes 63, formed in the outer end of the valve, which extends from front to rear. The said main valve 81 is contained in a sleevelike valve-casing 85, set into a horizontal chamber 86, formed in the base-section 8 and located between the two segmental oil-passages 67 and 67. This valve-casing is formed near its inner end with a right-hand pair of ports 87 and 87 and with a corresponding left-hand pair of ports 88 and 88. The ports 87 and 87 register with the pipes 9 and 10, while the ports 88 and 88 register with the pipes 11 and 12. These ports and pipes provide for the inlet of oil to and the exhaust of oil from the regulating-motor, according to the direction in which the main valve 81 is turned. The said valve-casing 85 is formed nearits outer end with a right-hand pair of supplyports 89 and 89 and with a corresponding lefthand pair of supply-ports and 90 respectively, located directly in front of and in line with the right-hand pair of ports 87 and 87 and the left-hand pair of ports 88 and 88. Oil is supplied to these supply-ports directly from the segmental oil-passages 67 and 67*, which at their lower ends open into the oilsupply chamber 68, which receives oil from the inlet-pipe 78. The ports 89 and 89 are connected on the inside of the valve-casing 85 by means of a shallow channel 91, while the ports 90 and 90 are connected by a corresponding channel 91. These channels assist in providing for balancing or equalizing the pressure on the main valve 81. The said valve-casing 85 is also formed at its extreme inner end and on its left-hand side with two inlet-ports 92 and 92, leading out of the bottom of grooves 93 and 93, located in line with each other and formed in its inner face. The said ports 92 and 92 open into a channel 9 1, formed upon the outside of the sleeve and uniting them. The space between the inner ends of the grooves 93 and 93 constitutes a cut-off 95, preventing any oil from entering either of the said grooves when the valve 81 is at rest. From the channel 94: the oil passes into a pipe 96, which conducts it upward to the non-racing device to be described later on.

lVith reference now to the main valve 81, its outer journal 82, Fig. 6, bears in a boss 97, Fig. 1, formed in the cover 26, near the lower end thereof, while its inner trunnion 82 bears in a step 98, Fig. 4, formed in the base-section 8 and leading out of the center of the rear wall of the exhaust-space 70. The said valve 81 is formed with a long and deep right-hand inlet-port 99, Fig. 7, and a corresponding left-hand port 99*, these ports being located directly opposite each other, leading from front to rear and extending inward well toward the center of the valve. Normally the ports 99 and 99 are filled with oil, so as to balance the valve by equalizing the pressure on it by the registration of their outer ends with the shallow channels 91 and 91, formed in the inner face of the outer end of the valve-casing 85, so as to connect the supply-ports 89 and 89 and and 90 therein. At the same time, and therefore under normal conditions, the inner ends of the ports 99 and 99 are closed by those portions of the inner face of the valve-casing 85 lying between the ports 87 and 87 and 88 and 88. Under these conditions there will be no circulation of oil. The port 99 is formed at its inner end with a slot 100, Fig. 6, which feeds oil to the ports 92 and 92, through which oil is supplied to the non-racingdevice. \Vhen, however, the main valve 81 is in its normal position, the slot 100 is closed by the bridge 95, Fig. 11, which cuts off the supply of oil to the non-racing mechanism. The main valve 81 is also formed with two large, deep, transversely-arranged exhaust-ports 101 and 101*, Figs. 7 and 8, located one above the other in a vertical plane at a right angle to the horizontal plane which passes through the ports 99 and 99. hen the main valve is turned from left to right, the oil is exhausted from the regulating-motor into the exhaust-space 70 through the pipe 9, the port 87, the exhaust-port 101 in the main valve, the pipe 12, the port 88, and the exhaust-port 101 in the main valve. On the other hand, when the said main valve is turned from right to left the oil is exhausted from the regulating-motor into the exhaust-space 70 through the pipe 11, the port 88, the exhaust-port 101 in the valve, the pipe 10, the port 87, and the exhaust-port 101 in the valve. As will be understood by reference to Figs. 6 and 8, inclusive, of the drawings, the ports 101 and 101 open at their inner ends directly into the exhaust-space 70. For the purpose of balancing or equalizing the pressure upon the said main valve it is formed with two circular pressure-chambers 102 and 102, Fig. 6, leading forward from its exhaust-ports 101 and 101and opening through its forward face as well as through its periphery. These chambers are of course only filled with oil when the regulating-motor is being exhausted of its oil. This main valve 81, as it will now be understood, is oscillated in one direction or the other by the action of the oscillating piston 36 and has for its function-the admission of oil under pressure to the regulating-motor, which in turn controls the supply of motive power to the prime motor.

The said main valve also provides for exhausting the oil from the regulating-motor.

In order to prevent an excessive movement in either direction of the steam-valves or water-gate of the prime motor, I provide a socalled non-racing device/which prevents what is technically known as the racing or the hunting of the prime motor.

When the main valve 81 is oscillated in either direction to admit oil to the regulating-motor, it also admits oil to the non-racing supplypipe 96, Figs. 10 and 23, by which the oil is led upward to the arm 103 of the chambered oil-pressure section 104 of the sectional nonracing-device frame, which also comprises a bearing-section 105 and abracket-section 105, which latter is bolted to the left-hand side of the upper section 8" of the main casing. The said arm 103 leads into a pressure-chamber 106, Fig. 24, formed inthe said section 104. This chamber 106 receives the long plungerlike trunnion 107 of an oscillating frictiondisk 108, which coacts with a corresponding but rotary disk 109, having a long hollow spindle'110, journaled in the said section 105 and upon its forward end carrying a gear- Wheel 30, meshing into the main wheel 29 and housed in a chamber 11 in the said section 105. The disk 108 is rotated only during the action of the starting-piston 36.

The'trunnion 107 of the disk 108 projects forward through the center of the disk 109 into the hollow spindle 110 thereof and is engaged by the head 112 of a plunger 113, located in the said shaft and encircled by a spring 114, the said plunger and spring being inserted 'in place through the open forward end of the shaft, which is internally threaded for the reception of a hollow adjusting-screw 115, receiving the extremeouter end of the plunger and adjusted for changing the tension of the spring 114. A jam-nut116 on the screw and bearing against the ex treme forward end of the shaft 110 is provided for securing the screw 115 in any position of adjustment. The oil is exhausted downward from the said pressure-chamber 106 through a passage 117, Fig. 24, formed in a depending arm 118 of the said section 104. This arm is connected by a union 119 with an exhaust-pipe, Fig. 22, 120, discharging into the exhaust-tank 73. In the arm 118 I mount a key 121, Fig. 24, extending into the passage 117 and formed with a hole 122, which as the key is turned constricts or expands the passage 117, and so times the exhaust of the oil from the chamber 106, and this in turn times the action of the frictiondisk 108, which by the spring 114 is pushed away from the rotary disk 109 as soon as the oil is exhausted from the chamber 106.

The oscillating friction-disk 108 is provided with an eccentric-stud or crank-pin 123 for the attachment to it of the lower end of the up wardly-extending non-racing rod 124, Figs. 25 and 26. This rod passes upward through and plays up and down in a lug 125, formed upon the upper end of a bracket-like arm 126, secured to the base of the centrifugal governor-frame 127, which is bolted to the intermediate section 8 of themain casing. Upon the said rod at points respectively above and below the lug I locate an upper and a lower bufl er-he'ad. As these two heads correspond to each other, a description of one will answer for both. Thus the lower bufferhead eomprises a sleeve 128, Fig. 26, through which the rod 124 passes upwardly and thence through the lug 125 and thence through the corresponding sleeve 129 of the upper bufferhead, the lower buffer-head being adjustably secured to the rod by means of a set-screw 130 in the sleeve 128 and the upper bufierhead being adjustably secured to the rod by means of a set-screw 131 in the sleeve 129. The lower buffer-head also comprises a crossbar 132, connecting the upper end of the sleeve 128 with the upper end of a depending sleeve 133, from the upper end of which projects a yielding buffer-pin 134, controlled by a spring 135, located within the sleeve 133, confined therein by a screw-plug 136 and adjusted in tension by a disk 137, moved by a screw 138, passing through the plug 136 and set by a jam-nut 139. The upper buffer-head has a corresponding cross-bar 140, carrying a corresponding sleeve 141, furnished with a correspondingly constructed, arranged, and controlled buffer-pin 142. Screw buttons 143 143, mounted in the said cross-bars 132 and 140, engage with the upper and lower faces of the lug 125 to limit the extreme motion of the rod 124 up and down. The said buffer-pins 134 and 142 are respectively located above and below and close to the upper and lower faces of a speeder-lever144, having a handle 145, and are normally maintained at predetermined distances above and below the said lever by means of equalizingsprings 146 and 147. The lower spring 146 is located in the said sleeve 128 and at its upper end impinges against the lower face of the said lug 125, while the upper spring 147 is located in the upper sleeve 129 and impinges at its lower end against the upper face of the lug. Any movement of the rod 124 up or down is against the tension of these springs 146 and 147, which also operate to restore the buffer-heads to their normal positions, in which the pins 134 and 142 are equally distant from the speeder-lever.

When the rod 124 is drawn downward by the action of the oscillating friction-disk 108, the spring 147 is compressed and the bufferpin 142 brought into engagement with the Speeder-lever, which it tends to push downward into its normal position, and therefore to resist the tendency of the centrifugal governor to open the starting-valve 55 too much, and so cause a greater movement of the steamvalves or the water-gate of the prime motor than required to restore the speed thereof to the normal rate. On the other hand, when the friction-disk 108 lifts the rod 124 the spring 146 is compressed and the buffer-pin 134 engaged with the lower face of the speeder-lever 144, with a tendency to lift the same into its normal position, and so counteract the tendency on the part of the centrifugal governor to lift the starting-valve 55 more than is required to correct the speed of the prime motor. It will thus be seen that at the same time the centrifugal governoroperates the starting-valve 55 to start up the regulating-motor it also brings into operation the non-racing device, which prevents the starting-valve from moving too far, and so overdoing the work of correction.

The speeder-lever 144 is mounted in a fork 148, Figs. 1, 25, 42, and 49, turning on a rod 149, supported at its left-hand end in a lug 150, formed on the frame 127, and at its righthand end in an arm 151, forming a part of the said frame. This rod 149 is encircled by a torsion-spring 152, connected at one end with said fork 148 and at its opposite end with a wormgear 153, turning upon the right-hand end of the said rod 149 and operated by a worm-pinion 154, mounted in the frame 127 and furnished with a finger-button'155. The fork 148 receives a coupling-head 156, Fig.48, secured to the upper end of the valve-rod 61, whereby the Speeder-lever is connected with the starting-valve 55. The torsion-spring 152 is arranged so that it exerts a constant effort to depress the speeder-lever and lift the valve 55, this tendency being resisted by the downward push upon the upper end of the coupling-head 156 of a button 157, located upon the lower end of the vertically-movable vibrating rod 158 of the ball-governor.

The ball-governor is constantly driven from the prime motor by a belt (not shown) running over a pulley 159 on a shaft 160, running in a bearing 161 and having its inner end furnished with a miter-gear 162, meshing into a miter-gear 163, havinga hub 164, Fig. 42, the lower end of which enters a recess 165 in the frame 127, the lower end of the hub 164 turning on the bottom of the recess. A fixed hollow shaft 166, having its lower end mounted in the upper end of the frame 127 concentric with the said recess 165 therein, rises through the hub 164, which turns upon it as upon a vertical axle. A collar 167, adjustably secured to the shaft 166 by a set-screw 168, engages with the upper end of the hub 164 and prevents the same from rising when the ballgovernor is in operation.

The balls 169 of the ball-governor are car ried by bowed springs 170, the lower ends of which are secured to a collar 171, fixed to the upper face of the miter-gear 163. The upper ends of these springs 170 are secured to a vertically-movable head 172, having a depending bearing-sleeve 173, turning on the upper end of the fixed shaft 166. The bowed springs 170 are under tension even when the device is not in operation, and to prevent them from straightening out, and thus moving the balls inward beyond their starting positions, I employ a horizontally-arranged stop-disk 174, having ahub 175 secured to the fixed shaft 166 in such position that theinner faces of the balls 169 will engage with its edge. To prevent the balls from being moved too far outward under the action of centrifugal force, 1 provide them with staple-like links 176, the inner I3 bowed ends of which embrace the hub 175; but other devices than those just described might be employed for limiting the inward and outward movement of the balls.

The button 157, Fig. 50, is secured to the lower end of the rod 158 by means of a pin 157 and has its opposite faces flattened, as at 157 to adapt it to be entered into the opening 177 of the forked arm 17 8 of a safety-lever 17 9, the outer end of which is secured by a pivot 17 9 to the upper end of the bracket 126. The rod 158 is thus held against rotation by the forked arm-178 of the safety-lever, the safety function of which will be described later.

In order to have the rod 158 moved up and down in consonance with the variations in the speed of the prime motor and in order to provide for the constant vibration of the rod to prevent the starting-valve 55 from sticking and fouling, it is furnished at its upper end with a coupling-disk 180, Figs. 42, 43, and 46, secured to it by a pin 181. When the device is not running, the disk 180 rests upon a bearing-face 182, formed by the upper end of the head 172. hen, however, the device is in operation, a vibrating-space 183, Fig. 43, will beformed between the disk 180 and the face 182. The disk 180 is formed upon its upper face with a transversely-arranged locking-rib 184, Fig. 47, entering a locking-groove 185, formed in the lower face of a vibrating head 186, corresponding in diameter to the disk 180 and located within a cap 187, having its lower end threaded for being screwed upon the threaded shoulder 17 2, Fig. 42, of the head 172. The lower face of the vibrating head 186 is formed with a socket 188, Fig. 45, for the reception of the extreme upper end of the vibrating rod 158, whereby the head 186 is kept centered. This head is formed, as shown in Figs. 42 and 43, with a deep circumferential groove 189 for reducing the area of its frictional engagement with the inner walls of the cap 187. The upper surface of the head 186 is formed with two pockets 190 for the reception of vibrating balls 191 191, which project slightly above its upper surface, and therefore into position to be engaged by two corresponding vibrating balls 192 192, located in sockets 193 193, formed in the lower face of an adjustable plug 194, screwed into the top of the cap 187 and carrying a jam-nut 195. This plug, with its balls 192 192, partakes of-the rotation of the cap 187 with the head 172, whereby its said balls 192 192 are, so to speak, bumped once for each complete revolution of the head against and over each of the balls 191 and 191, located in the upper face of the vibrating head 186, coupled, as described, to the disk 180, secured to the rod 158, to which the shock of the rough riding of the balls 192 192 over the balls 191 191 is thus constantly communicated. The upper face of the head 186 is also formed with an annular raceway 196, receiving a series of 182 of the revolving and vertically-movable head 172. As soon, however, as the ball-governor is started and the balls 169 thereof are thrown out by the action of centrifugal force the head Y172 and all of the parts connected therewith will be drawn downward until the lower end of the vibrating rod 158 strikes the upper face of the coupling-head 156. This will stop the further downward movement of the rod 158, except such movement as it may be compelled to make against the tension of the torsionspring 152; but normally the downward movement of the rod 158 will be stopped by the button 156, when the continued downward movement of the head 17 2 will result in the production of the vibrating-space 183, Fig. 43, which is ample for the slight vibration of the disk 180 and head 186 in the cap 187 produced by the riding of the balls 192 192 over the balls 191 191. At the same time that the space 183 is produced the space 183 Fig. 42, between the upper face of the head 186 and the ball-bearing ring 199, is contracted, as in Fig. 43, so as to bring the balls 197 into play for reducing friction.

When the prime motor is running on an even supply of power and on an even load, my speed-regulator will run without fluctuation and the vibrating rod 158 would not be disturbed unless means were provided for vibrating it, as above set forth, This vibration of the rod is communicated to the starting-valve 55 and prevents the same from sticking as it might do if the prime motor ran any considerable length of time without fluctuation in speed.

In order to provide for stopping the prime motor in case the transmission of the power thereof to the regulator should be interruptedas, for instance, by the breaking of the belt driving the pulley 149-1 provide the regulator with a safety device having the general functions and character of that described in United States Patent N 0. 522,920, granted to Marcus P. Schenck on July 10, 1894. This device comprises the lever 179, before referred to, having the forked arm 178 and also having a safety-arm 200, Fig. 25, carrying an adjusting-screw 201, extending upward so as to engage with the lower face of the shank of the speeder-lever fork 17 8. In case the belt over the pulley 159 should break, the bowed springs 170 would immediately act to lift the rod 158 and through the collar 157 lift the lever 17 9, causing the screw 201 thereof to lift the outer end of the speeder-lever 144, whereby the starting-valve 55 would be 

